Tie bed scarifier



Oct. 3 1, 1967 w, JR" ET AL 3,349,717

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TIE BED SCARIFIER Original Filed Nov. 29, 1963 6 Sheets-Sheet 4INVENTORS.

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TIE BED SCARIFIEB Original Filed Nov. 29, 1963 6 Sheets-Sheet 5 w ll--Oct. 31, 1967 w. B. BLIX, JR. ET 3,349,717

TIE BED SCARIFIER Original Filed Nov. 29, 1963 6 Sheets-Sheet 6 UnitedStates Patent 3,349,717 TIE BED ECARIFIER Weltzin B. Blix, Jr., 507Hawthorne Ave., South Milwaukee, Wis. 53226, and Edward H. 'Iranse,.lr., 5315 S. Maryknoll Drive, New Berlin, Wis. 53151 Originalapplication Nov. 29, 1963, Ser. No. 326,774. Divided and thisapplication June 24, 1966, Ser. No. 590,108

4 Claims. (Cl. 1049) ABSTRACT OF THE DISCLUSURE A method of insertingties between a pair of railroad rails including the steps of forming anopen-ended trench in the ballast between the rails by dropping a pair ofbladelike members into the ballast generally at the point of tieinsertion and moving the bladelike members apart, maintaining apredetermined width of trench by holding the bladelike members apart,aligning a tie with the open ended trench, then inserting the tie intothe trench until it is properly positioned relative to the rails, andthereafter allowing ballast to fall back into the trench in contact withthe inserted tie by removing the bladelike members from the ballast.

This application is a division of copending application Ser. No.326,744, filed Nov. 29, 1963.

This invention relates to a railroad tie bed scarifier and inserter andhas for a primary purpose a method and apparatus for forming a trenchbeneath the rails of a railroad track and for inserting a tie within thetrench.

One purpose of the invention is a tie bed scarifier using a pair ofgenerally parallel and transversely extending bladelike diggers whichare dropped or forced into the ballast and opened to form a trench.

Another purpose is a machine of the type described mounting a tieinserting boom on the side of its frame.

Another purpose is a tie bed scarifier including a pair of verticallymovable blades adapted to be dropped into the ballast and then movedapart to form a trench in the ballast.

Another purpose i a compact, reliably operable machine for quicklyinserting a tie beneath a completed stretch of railroad track.

Another purpose is an improved method of inserting ties beneath acompleted stretch of railroad track.

Another purpose is a method of inserting ties beneath railroad track ona selective or spot basis which does not disturb the existing ballast.

Another purpose is a method of the above type which disturbs theexisting ballast the least amount.

Another purpose is a method of the above type which forms a trench asclose to the size of the tie as possible.

Another purpose i a method of the above type which restrains or holdsback the walls of such a trench while a new tie is being inserted.

Another purpose is a device which provides rigid coifer dams defining agenerally open trench beneath the rails of the track so that the tie canbe inserted with a minimum resistance.

Another purpose is a machine of the above type which accurately andclosely channels the new tie into proper position.

Another purpose is a device and method of the above type which preventsthe new tie from skewing or cocking under the rails.

3,349,717 Patented Oct. 31, 1967 Another purpose is a scarifying devicefor forming a trench under the rails so that the bottom or floor of thetrench is accurately spaced from the bottom of the rails so that theinserted new tie has to be raised to a minimum amount during spiking.

Another purpose is a scarifier which defines a trench about the samesize as the tie so that after a new tie is insert, minimum tamping isrequired.

Other objects will appear from time to time in the ensuingspecification, drawings and claims.

The invention is illustrated diagrammatically in the following drawingswherein:

FIGURE 1 is a perspective of an apparatus of the type described;

FIGURE 2 is an enlarged side elevation of the apparatus shown in FIGURE1, with portions removed for clarity;

FIGURE 3 is a side elevation, similar to FIGURE 2, but with the trenchforming blades in the down and open position;

FIGURE 4 is a section along plane 4-4 of FIGURE 3;

FIGURE 5 is a partial front view of the apparatus shown in FIGURES l, 2and 3;

FIGURE 6 is a partial enlarged top plan view of the machine illustratingthe means for inserting a tie into the formed trench;

FIGURE 7 is a top plan view, partly in section, on an enlarged scale, ofan alternate form of cable drive;

FIGURE 8 is a side view of the drive shown in FIG- URE 7;

FIGURE 9 is a section along line 9-9 of FIGURE 8; and

FIGURE 10 is a schematic of the hydraulic and power system.

The machine shown in FIGURE 1 may include a frame It) mountingconventional railroad wheels 12 to move the machine along the track,although it may be off track, for example on tractor treads. In thepreferred form, the machine may be self-propelled, although this is notessential. Mounted on the frame 10 are four uprights or supports 14which mount a cover or canopy 16 at their upper ends. An operators seat18 may be mounted on the frame 10 and a control console 20 may bepositioned in front of the operator seat. A tie inserting apparatus isindicated generally at 22 and is pivotally mounted to the side of theframe and will be described in detail hereinafter. Pivoted to the rearof the frame and extending forward is a blade structure indicatedgenerally at 24 which will also be described in detail. An engine isschematically indicated at 26 for driving a pump, for example to supplyhydraulic fluid to various hydraulic motors for operating the cylinders,the propulsion mechanism, the winch, all described hereinafter, and anyother power devices on the machine.

Mounted at each side of the rear of the frame 10 may be a pair of spacedbrackets 28. There is an elongated arm 30 pivoted between each of thebrackets with the arms 30 together mounting the scarifier assembly orblade assembly 24. A piston and cylinder assembly 34 is pivotallyconnected to each arm, as at 36, and to the top of each pair ofbrackets, as at 38. Preferably the piston and cylinder assemblies arehydraulic, although they could be air or otherwise. The piston andcylinder assemblies 34 are effective to raise and lower the arms 30 andthe scarifier assembly 24.

The scarifier assembly 24 may include a pair of transversely extendingblades 49. Preferably each of the blades extends the complete distancebetween both rails and extends outside of the rails a distance generallyequal to the distance which a tie extends beyond the rails. In this waythe trench formed by the blades will be sufficiently long to completelyreceive the tie, note FIG- URE 1. Each of the blades 40 may havesomewhat triangular end plates 42 and a top plate 44. There may be aplurality of generally triangular shaped spacer plates 46 and laterallyextending supports or the like 48 extending between the spacer platesfor strength. The blade length is such that it extends well beyond theend of the tie. One end may be funnel-shaped to assist in guiding thetie in, although this has not been shown. These extensions, which wouldbe on one side, may be pivoted so that they will swing up to reducetheir length during traveling.

Each of the blades mounts a pair of brackets 50 and 51 near each end ofthe blades. The brackets are slideable on cross or slide rods 52. Rods52 are supported in a framework 54 which is attached to the arms 30.Pivotally attached to each of the brackets 50 is a link 56 with the pairof links at each end of the blades being pivotally connected together attheir upper ends, as at 58. A pair of upstanding guide members 60 onframework 54 cooperate with each pair of links such that the pivot point58 of the links is slideable in a central slot 62 in the guide member.

Each of the pivot points 58 is fixed to the piston rod of a piston andcylinder assembly 64 mounted on frame 54. There are a pair of piston andcylinder assemblies 64, as illustrated in FIGURE 1, with each assemblycooperating with a set of links 56 such that they will slideably movethe blades 40 from the closed position of FIGURE 2 to the open positionof FIGURE 3. It is preferred that each piston and cylinder assembly 64be hydraulic, although it may be air or otherwise.

As illustrated in FIGURE 5, each of the blades 40 has openings 66 whichare in alignment with the rails so that the blades may dig down into theballast across the complete width of the road bed. The height of theblades is substantially greater than the height of the rails so that theblades may dig down into the ballast a depth sufiicient to accommodate atie. The blades 46 are preferably adjustably mounted so that they can beraised and lowered to accommodate different rail heights and tie depths,although this has not been shown in detail. The center of each of theblades 40 is somewhat deeper and forms a point 68. In this way, thecenter of the trench dug by the blades may be deeper than the remainingparts of the trench. This is important in that as a tie is inserted inthe trench it will push some ballast ahead of it. This ballast mayaccumulate in the center or deeper part of the trench and will nothinder the insertion of the tie.

As illustrated in FIGURES 3 and 4, we may provide a stabilizing assembly70 for fixing the machine to the track during the scarifying and tieinsertion operations. A piston and cylinder assembly '72, which may behydraulic, or otherwise, is pivotally attached, as at 74, to a link 80.The link 80 is fixed to a lever or hook 82, which is pivotally connectedto a bracket 78 which is fixed to the front of the frame 10. Inoperation, when the piston and cylinder assemblies are extended in themanner shown in FIGURE 4, the book 82 will grab one rail beneath thebase to stabilize the machine on the rails against the reaction thrustof the tie inserter.

The blades are shown in their raised position in FIG- URE 2 and theirlowered position in FIGURE 3. We may provide a brace or lock structurewhich may take the form of a pivot 84, possibly one on each side of theframe, pivoted to the frame at 84a, and adapted to either lie flat or topivot up and abut the arms 30, as at 84b, to hold the scarifying bladesand arms in the raised position of FIGURE 2. For example, this may beadvantageous during traveling so that power can be taken off of thecylinders 34.

Pivoted between a pair of brackets 86 fixed to one side of the frame 10is a boom 88. The boom is connected through a link 90 to a piston andcylinder assembly 92 mounted on the front of the frame, as shown inFIGURE 6. The piston and cylinder assembly 92 is effective, through link90, to move the boom back and forth between the full line and dottedline positions of FIGURE 6. There is a sheave 94 rotatable at oradjacent each end of the boom 88. A cable 96 or the like runs around thesheaves and has a portion 98, shown in FIGURE 1, which passes aroundanother sheave 101 mounted in an end bracket 103 generally at rightangles to sheave 94 and extends out to a manual tie aligner 100. Thecable may be reeled in by a suitable winch 101 or the like on the frameof the machine. The tie aligner may be clamped on the end of the tie andthe handle 102 will be used by a workman to properly align the tie withthe trench formed in the ballast. A small boom 104 or the like may bepivoted to boom 88 and may be biased inwardly in a scissors manner by aspring 106 or the like. A control line 168 which is attached to thehandle 102 runs along boom 104 so that the line will be held off theground.

The basic operation is that the blades are raised to the position shownin FIGURE 2, then more or less freely dropped, thereby penetrating theballast. Then the blades are spread to the position shown in FIGURE 3.From the FIGURE 1 position, the boom 22 is pivoted to its inwardposition so that sheave 101 is put more or less directly over the railand between the blades 40. Then the cable is reeled in by the powerwinch 101 thereby inserting the tie. The boom 22 is then pivoted out, tothe position of FIGURE 1, and the blades are raised to the position ofFIGURE 2.

For the next operation, the cable must be pulled or forced out again.This may be done by power so that the workmen do not have to pull thecable out through its many twists and turns while backing down theshoulder of the roadbed, an awkward procedure.

This may be done, for example, by a mechanism such as shown in detail inFIGURES 7 through 9 in which a suitable hydraulic motor 110 drives abelt or chain 112 through a sprocket 114, which in turn drives a sheave116 mounted on a suitable pivot 118 held in plates 120 fixed to theframe. A follower roller 122 mounted on a bracket 124 pivoted at 126 andspring biased against the sheave 116, at 128, holds the cable firmagainst the driven sheave. The result is that when the cable is due tobe pulled out, the motor 110 may be energized, thereby driving thepulley 116 and paying out the cable.

It should be understood that a drive arrangement, such as shown inFIGURES 7, 8 and 9, may be mounted on the end of arms 88 so that in itstortuous path through the various pulleys and guides, the cable would bepower driven or pulled, rather than pushed. In the latter case, guidesand enclosures would not be necessary around the various sheaves andalong the length of the arms and through the frame of the machine.

On the other hand, the cable may be powered out by reversing the winchand trapping the cable in a collection of shields and guides. Theworkmen, at the same time, should probably keep tension on the end ofthe cable, as at 98. We use various guards and enclosures on the arms88, around the various pulleys 94, 101, etc. to form a closed channelbetween the winch and the outer end at pulley 101 where the cable isfree. Thus, the cable or line cannot escape or bulge out at any pointbetween the drive and the last pulley 101.

In FIGURE 10, the hydraulic circuit for the various components have beenshown in which a pump 130 supplies high pressure oil to a main circuit132, while a second pump 134 supplies oil to an auxiliary or secondcircuit 136.

In the main circuit 132, line 137 leads to a valve 138 which controlsthe supply of oil to winch motor 139 to reel in or pay out the cable.The excess from the winch motor passes through a line 140 to a boomvalve 142 which controls the boom cylinder 92, shown in FIG- URE 6, formoving the boom in and out. This same valve may also control the clampcylinder 72 so that when the boom is operated, the clamp will also beautomatically operated. A manually operated valve 144 may be used tolock the clamp in place by blocking the line when the clamp is in theposition shown in FIGURE 4. But this is not essential.

For this matter, the clamp cylinder itself may be completely eliminatedand the machine works quite satisfactorily under most conditions withoutany sort of clamp mechanism, as in FIGURE 4. This, of course, dependsupon the weight of the machine and the conditions of the roadbed. But itshould be understood that such a feature is optional.

In any event, the exhaust from the boom control valve 142 goes through aline 146 to a valve 148 which controls the scarifying cylinders 64.Thus, the manipulation of valve 148 will move the blades 40 in and out.The discharge from the scarifying valve 148 passes through line 150 toanother valve 152 which controls the propulsion unit, designatedgenerally 154. The propulsion unit has a drive motor 156 controlled by adouble check valve 158 adapted to release and bypass the propulsionmotor at a predetermined pressure, regardless of which way the unit isrunning, the discharge from the motor going to the return or sump tankby a connection 160. Check valves 162 may be provided in the line toprevent backfiow in the event make-up fluid is being added to thesystem, forced back from the sump connection 160. The propulsion controlvalve 152 supplies fluid to one side of the motor with the open side ofthe propulsion valve discharging to the sump by a connection 164.

The main circuit is controlled by a pressure relief valve 166 which isset to relieve at a predetermined pressure. This valve controls exceptwhen the unit is being propelled, which will cause a back pressure onvalve 166 through line 168.

The second or auxiliary circuit 136 basically operates the liftcylinders 34 by a line 170 connected to a valve 172 which in turnsupplies fluid to the lift cylinder circuit 174 through a line 176, acheck valve 178, to a line 180. Thus, when the valve 172 is set tosupply fluid through lines 176 and 180, the lift cylinders 34 willretract, raising the scarifying blades. When the blades are raised, forexample to the position of FIGURE 2, the oil in cylinders 34 is quicklydumped, allowing the blades to descend in a more or less free pivotingfall. Reversing the position of valve 172 pressures the pilot line 182,which divides at the bottom, each side passing through a restrictor 184before going to a sump connection 186. The pressure in the line behindthe restrictors actuates pilot check valves 188, causing them to switchover to the dump position, thereby quickly connecting the lift cylinders34 to sump connections 190 and providing the least amount of resistancebetween the cylinders and the sump.

To prevent the lift cylinders 34 from being dumped when the boom is in,an interlock valve 192 is provided and connected to each side of thelift cylinder valve 172 through check valves 194. Note the position ofthe boom interlock valve 192 in FIGURE -6. Thus, when the boom is in,the linkage 196 will engage the plunger 198 of the interlock valve, butwhen the boom is out, the linkage will be scissored out to the dottedline position and the boom interlock valve will be free. The result isthat when the boom interlock valve 182 is engaged, by the boom being in,the valve passes oil directly into a sump connection 200. Thus, anyattempt to pressurize the pilot connection 182 will be unsuccessfulsince the hydraulic fluid will flow directly from the lift cylindervalve 172 through the upper check valve 194, through boom interlockvalve 192 to the sump connection 200. But when the boom is moved out tothe broken line position of FIG- URE 6, the boom interlock valve 192 inFIGURE 10 will be moved up closing the connection to the sump 200 sothat the pilot 182 can be pressurized and the lift cylinders 34 dumped.A manual valve 202 may be provided in the line 176180 so that when theboom is raised, the valve may be closed to lock the boom in its raisedposition.

The reverse is also true. When the blades are down and the boom is in,the blades cannot be raised. Valve 172 would try to send oil throughline 176 to the lift cylinders 34, but the oil will flow through thelower check valve 194, through the boom interlock. valve 192 to thesump.

The auxiliary circuit may also have a valve 294 to supply fluid to aset-01f cylinder 206, not otherwise shown in the drawings, which may bea conventional device for raising the entire unit so that it may be setoff of the track to allow traflic to pass. The auxiliary system may havea pressure relief valve 208 act to relieve at a certain pressure toreturn fluid to a sump connection 210.

The two circuits are joined by a pilot connection 212 which operates apressure control valve 214 in the auxiliary or second circuit. Thecircuits may also be joined by a line 216 controlled by a check valve218 so that both pumps and 134 may drive the propulsion motor 156. Thepilot connection 212, however, limits this since valve 214 is set sothat the output from pump 134 will merely return to the sump connection210 until the output pressure from pump 130, as communicated throughpilot connection 212, reaches a certain pressure. Above that pressure,valve 214 will close, causing the fluid from pump 134 to go through theauxiliary circuit 136. Thus, for example, when starting the unit up froma dead stop, only pump 130 will be effected to drive the propulsionmotor 156 since the pressure in circuit 132 will be low. Valve 214 willbe open and the output from pump 134 will return to the sump connection2111. But after the unit gets underway and the pressure begins to buildup in the main circuit 132, at a predetermined pressure, for example2200' p.s.i., pilot line 212 causes valve 214 to close. Pump 134 thenstarts supplying high pressure fluid through the auxiliary circuit,through line 216, to the main circuit, to help drive the propulsionmotor 156.

To regulate or determine the depth of penetration of the blades into theballast, a scale 220 may be positioned on the arms 30, as shown inFIGURE 3, with a pointer 222 mounted on the carriage or frame, ifdesired.

We may also provide a conventional turntable as a part of the machine sothat it may be rotated, for example degrees, so that the ties may beinserted from the other side. It may be also used to raise the machineso that setolf rails may be inserted. But such structure may beconventional.

The use, operation and function of the invention are as follows:

Railroad maintenance requires that worn-out ties be replaced in anotherwise satisfactory stretch of roadbed. There are other machineswhich can destroy and/or remove these ties and the present invention isdirected to a machine and method for scarifying a tie bed and forinserting a new tie under the rails of the track.

The scarifier 24 is mounted on pivotal arms and a pair of piston andcylinder assemblies are used to raise the scarifier to the up positionshown in FIGURE 2. Preferably, the scarifier is dropped from theposition of FIG- URE 2 to the down position when it is desired to form atrench in the ballast for a new tie. The hydraulic circuit whichoperates the lift cylinders and arms 30 are so arranged that thescarifier may be substantially freely dropped. In many instances theballast will be sufliciently loose so that a single drop of thescarifier head will be sufficient to place the blades at the properdepth within the ballast. However, at other times two or three drops maybe required. In any event, after the scarifier has been dropped into theballast a sufficient depth, the piston and cylinder assemblies 64 areactuated to move the blades from the position of FIGURE 2, or the closedposition, to the open position of FIGURE 3. The blades will slideoutwardly and form a trench between them which is of a size and shape toreceive a tie.

The boom 88 is moved to the outward or dotted line position of FIGURE 6before the blades are dropped. During traveling, with the blades raised,the boom can be moved into the full line position of FIGURE 6.

After the trench is formed by dropping or lowering and separating theblades, the boom is moved to the inner or full line position of FIGURE 6placing the sheave 101 more or less directly over the rail. The clamp ortie fitting 100 is then connected to the far end of the tie to beinserted, and the operator, by manipulating the handlebars of the clamp,guides the near end of the tie toward and into the trench. The tie isdrawn in by the winch which reels in cable 98. The control for the winchmay be placed on the handlebars 102 of the tie clamp or fitting so thatthe workman guiding the tie can also control or regulate the rate,direction and timing of its insertion. Or the operator of the machinemay control it. It is important that the boom be moved to its innerposition, the full line position of FIGURE 6, before the winch startsreeling in the cable, since the position of sheave 101 determines howfar the cable will be able to insert the tie. For example, in FIGURE 1the device is shown with the boom in its outer position and may,therefore, be considered to be a view taken right after the blades havebeen dropped and separated. The next step would be to pivot the boom in,hold it or lock it in place, and then activate the winch to reel in thecable. In the position of FIGURE 1, sheave 101 is out beyond the normaltie ends, so the newly inserted tie could not be fully inserted. Theboom should be pivoted in to a point where sheave 101 is in- Side of thenormal tie ends. We prefer that the boom be positioned in the FIGURE 6full line position during the reeling in operation. For example, inFIGURE 5 the boom is shown in the proper position and the sheave 101 ismore or less over the rail. Thus, the new tie can be fully inserted.After the new tie is inserted and the cable and clamp or fittingdisconnected, the boom is moved out to its FIGURE 6 dotted line positionand the scarifying head and blades are raised. The blades should be heldin their open position during raising and, in fact, would have to beopen since the new tie is between them.

It should also be understood that the blades may be forced into theballast instead of dropped. For example, we might grab the rails or tieswith clamps attached to the frame and push the blades into the ballast.But a free drop is preferred since this does not have a tendency toraise or hump the rails.

The blades have been shown as extending on both sides of the rails, butit should be understood that the portion of the blades outside of eitherone rail or the other may be eliminated. We prefer that the centerportion of the blades between the rail always be used. Also, the portionof the blades outside of the rail on the side where the tie is insertedshould be used, for example the right side in FIGURES l and 5. But theportion of the blades outside of the rail on the other side, on the leftside in FIGURES 1 and 5, may not be necessary since the leading bluntface of the tie may merely push the ballast ahead of it on that side.

Having the blades extended down somewhat in the center portion betweenthe rails, such as shown in FIG- URE 5, is considered important. Inother words, the trench is made a little deeper than necessary betweenthe rails. Since the ballast directly under the near rail will not betouched by the blades, the entering tie will push ahead of it theballast from under the near rail. For example, in FIGURE 1 the ballastunder the right hand rail will be pushed ahead of the tie and will endup between the rails. By having the trench between the rails a littledeeper than actually necessary, this ballast will have a place to gowithout causing the front end of the tie to ride up. Otherwise, theleading face of the tie has been known to ride up and hit the far rail.

After the blades 40 have been moved apart a proper distance to provide atrench, a tie is attached to the bracket so that an operator by graspingthe handle 102 may align and guide the tie. The trench will be deeper atthe center than at its sides so that any ballast moved into the trenchby the tie can be deposited at the center. The operation may be followedby a tamper or other machine for fully packing the ballast around thenewly inserted tie.

Although the invention has been described and shown as utilizing bladeswhich extend completely across the track and outside each of the rails,in some applications the blades may merely span the rails, or in otherapplications the blades may span the rails and extend out only on oneside. In the latter example, the tie will be shoved in where the trenchwas complete and the tie itself would serve to make a trench on theopposite side of the track.

The blades or bladelike diggers 40 should not be limited to the shapeshown. Preferably the blades will be continuous or solid, but in someapplications the bottom surface thereof may be formed with closelyspaced projections or teeth, much like the end of a rake. In general,however, it is desirable to have the blades substantially solid orcontinuous.

As shown, the blades are slideably moved to the open position. Theinvention should also include an arrangement in which the blades arepivoted or otherwise moved to open position.

While we have shown both blades as being moved apart or separated by thecylinders 64, it should be understood that one blade could be stationaryand the other movable. Further, the unit is preferably self-propelled.

Whereas the preferred form of the invention has been shown and describedherein, it should be realized that there are many modifications,substitutions and alterations thereto within the scope of the followingclaims.

We claim:

1. A method of inserting ties beneath a pair of railroad rails includingthe steps of placing a pair of parallel, abutting bladelike members intothe ballast generally at the point of tie insertion, moving said membersapart to form an open-ended trench in the ballast of a size and shapegenerally conforming to the tie, aligning a tie with the trench whileholding the blades in the open position, then inserting the tie into thetrench between the blades until it is properly positioned relative tothe rails, and thereafter removing the blades.

2. The method of claim 1 further characterized in that said blades aresubstantially freely dropped into the ballast prior to being separatedfor formation of the trench.

3. A method of inserting ties beneath a pair of railroad rails whichincludes the steps of driving downwardly into the ballast, generally atthe point of tie insertion, two generally upright, generally parallelblades, while the blades abut throughout substantially their entirearea, moving said members laterally apart, while maintaining themsubstantially parallel, to form an open-ended trench in the ballast of asize and shape generally conforming to the tie to be inserted, aligninga tie with the open end of the trench, while holding the blades in openposition, and while maintaining the trench cavity open, then insertingthe tie into the trench between the blades until its is properlypositioned relative to the rails, and thereafter removing the blades.

4. The method of claim 3 characterized in that the trench isinterrupted, beneath the rails, by ballast material which is ofinsufiicient thickness, along the tie, to hamper 9 10 the inwardmovement of the tie when it is inserted into the 2,069,77 2/ 1937 Neal1049 trench and moved beneath the rails. 2,529,336 11/1950 Henderson47-374 2,606,255 7/1952 Woolery 104-9 References Cited UNITED STATESPATENTS 5 ARTHUR L. LA POINT, Primary Examiner. 1,077,822 11/1913Engleman 111 -92 BERTSCH, Assistant Examiner- 1,595,42O 8/1926 Robb..1049

3. A METHOD OF INSERTING TIES BENEATH A PAIR OF RAILROAD RAILS WHICHINCLUDES THE STEPS OF DRIVING DOWNWARDLY INTO THE BALLAST, GENERALLY ATTHE POINT OF TIE INSERTION, TWO GENERALLY UPRIGHT, GENERALLY PARALLELBLADES, WHILE THE BLADES ABUT THROUGHOUT SUBSTANTIALLY THEIR ENTIREAREA, MOVING SAID MEMBERS LATERALLY APART, WHILE MAINTAINING THEMSUBSTANTIALLY PARALLEL, TO FORM AN OPEN-ENDED TRENCH IN THE BALLAST OF ASIZE AND SHAPE GENERALLY CONFORMING TO THE TIE TO BE INSERTED, ALIGNINGA TIE WITH THE OPEN END OF THE TRENCH, WHILE HOLDING THE BLADES IN OPENPOSITION, AND WHILE MAINTAINING THE TRENCH CAVITY OPEN, THEN INSERTINGTHE TIE INTO THE TRENCH BETWEEN THE BLADES UNTIL ITS IS PROPERLYPOSITIONED RELATIVE TO THE RAILS, AND THEREAFTER REMOVING THE BLADES.